Sample records for alternative fuel vehicle

Annual data released on the number of on-road alternativefuelvehicles and hybrid vehicles made available by both the original equipment manufacturers and aftermarket vehicle conversion facilities. Data on the use of alternativefueledvehicles and the amount of fuel they consume is also available.

Although various legislation and regulations have been adopted to promote the use of alternative-fuelvehicles for curbing urban air pollution problems, there is a lack of systematic comparisons of emission control cost-effectiveness among various alternative-fuelvehicle types. In this paper, life-cycle emission reductions and life-cycle costs were estimated for passenger cars fueled with methanol, ethanol, liquefied petroleum gas, compressed natural gas, and electricity. Vehicle emission estimates included both exhaust and evaporative emissions for air pollutants of hydrocarbon, carbon monoxide, nitrogen oxides, and air-toxic pollutants of benzene, formaldehyde, 1,3-butadiene, and acetaldehyde. Vehicle life-cycle cost estimates accounted for vehicle purchase prices, vehicle life, fuel costs, and vehicle maintenance costs. Emission control cost-effectiveness presented in dollars per ton of emission reduction was calculated for each alternative-fuelvehicle types from the estimated vehicle life-cycle emission reductions and costs. Among various alternative-fuelvehicle types, compressed natural gas vehicles are the most cost-effective vehicle type in controlling vehicle emissions. Dedicated methanol vehicles are the next most cost-effective vehicle type. The cost-effectiveness of electric vehicles depends on improvements in electric vehicle battery technology. With low-cost, high-performance batteries, electric vehicles are more cost-effective than methanol, ethanol, and liquified petroleum gas vehicles.

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California Energy Commission Alternative and Renewable Fuel and Vehicle Technology Program Advisory by the Energy Commission. Under the Program, the following shall be eligible for funding: 3 · Alternative, Statutes of 2007) created the Alternative and Renewable Fuel and Vehicle Technology Program (hereinafter

California Energy Commission Alternative and Renewable Fuel and Vehicle Technology Program Advisory, Statutes of 2007) created the Alternative and Renewable Fuel and Vehicle Technology Program (hereinafter "Program") to be administered by the California Energy Commission (Energy Commission).1 AB 118 authorizes

The AlternativeFuels and Advanced Vehicles Web site offers a collection of calculators, interactive maps, and informational tools to assist fleets, fuel providers, and others looking to reduce petroleum consumption in the transportation sector.

Interest in alternative motor vehiclefuels has grown tremendously over the last few years. The 1990 Clean Air Act Amendments, the National Energy Policy Act of 1992 and the California Clean Air Act are primarily responsible for this resurgence and have spurred both the motor fuels and vehicle manufacturing industries into action. For the first time, all three U.S. auto manufacturers are offering alternativefuelvehicles to the motoring public. At the same time, a small but growing alternativefuels refueling infrastructure is beginning to develop across the country. Although the recent growth in alternative motor fuels use is impressive, their market niche is still being defined. Environmental regulations, a key driver behind alternativefuel use, is forcing both car makers and the petroleum industry to clean up their products. As a result, alternativefuels no longer have a lock on the clean air market and will have to compete with conventional vehicles in meeting stringent future vehicle emission standards. The development of cleaner burning gasoline powered vehicles has signaled a shift in the marketing of alternativefuels. While they will continue to play a major part in the clean vehicle market, alternativefuels are increasingly recognized as a means to reduce oil imports. This new role is clearly defined in the National Energy Policy Act of 1992. The Act identifies alternativefuels as a key strategy for reducing imports of foreign oil and mandates their use for federal and state fleets, while reserving the right to require private and municipal fleet use as well.

The AFDC provides search capabilities for many different models of both light-duty and heavy-duty vehicles. Engine and transmission type, fuel and class, fuel economy and emission certification are some of the facts available. The search will also help users locate dealers in their areas and do cost analyses. Information on alternativefuelvehicles and on advanced technology vehicles, along with calculators, resale and conversion information, links to incentives and programs such as Clean Cities, and dozens of fact sheets and publications make this section of the AFDC a valuable resource for car buyers.

For reducing greenhouse gas emissions, the table below describes strategies to reduce petroleum through the use of alternativefuels in vehicles, as well as guidance and best practices for each strategy.

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AlternateFuelVehicle Recommendations - New and Used Vehicles The University of Central Florida is now required to meet federal regulations concerning alternatefuelvehicle purchases is known as a flex fuelvehicle, or a vehicle that is capable of burning ethanol or regular unleaded

This project developed a low emission, cost effective, fuel efficient, medium-duty community/transit shuttle bus that meets American's with Disabilities Act (ADA) requirements and meets National Energy Policy Act requirements (uses alternativefuel). The Low Profile chassis, which is the basis of this vehicle is configured to be fuel neutral to accommodate various alternativefuels. Demonstration of the vehicle in Yellowstone Park in summer (wheeled operation) and winter (track operation) demonstrated the feasibility and flexibility for this vehicle to provide year around operation throughout the Parks system as well as normal transit operation. The unique configuration of the chassis which provides ADA access with a simple ramp and a flat floor throughout the passenger compartment, provides maximum access for all passengers as well as maximum flexibility to configure the vehicle for each application. Because this product is derived from an existing medium duty truck chassis, the completed bus is 40-50% less expensive than existing low floor transit buses, with the reliability and durability of OEM a medium duty truck.

At an international conference on global warming, held in Kyoto, Japan, in December 1997, the United States committed to reduce its greenhouse gas (GHG) emissions by 7% over its 1990 level by the year 2012. To help achieve that goal, transportation GHG emissions need to be reduced. Using Argonne's fuel-cycle model, I estimated GHG emissions reduction potentials of various near- and long-term transportation technologies. The estimated per-mile GHG emissions results show that alternative transportation fuels and advanced vehicle technologies can help significantly reduce transportation GHG emissions. Of the near-term technologies evaluated in this study, electric vehicles; hybrid electric vehicles; compression-ignition, direct-injection vehicles; and E85 flexible fuelvehicles can reduce fuel-cycle GHG emissions by more than 25%, on the fuel-cycle basis. Electric vehicles powered by electricity generated primarily from nuclear and renewable sources can reduce GHG emissions by 80%. Other alternativefuels, such as compressed natural gas and liquefied petroleum gas, offer limited, but positive, GHG emission reduction benefits. Among the long-term technologies evaluated in this study, conventional spark ignition and compression ignition engines powered by alternativefuels and gasoline- and diesel-powered advanced vehicles can reduce GHG emissions by 10% to 30%. Ethanol dedicated vehicles, electric vehicles, hybrid electric vehicles, and fuel-cell vehicles can reduce GHG emissions by over 40%. Spark ignition engines and fuel-cell vehicles powered by cellulosic ethanol and solar hydrogen (for fuel-cell vehicles only) can reduce GHG emissions by over 80%. In conclusion, both near- and long-term alternativefuels and advanced transportation technologies can play a role in reducing the United States GHG emissions.

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DOE sponsored the Refueling Infrastructure for AlternativeFuelVehicles: Lessons Learned for Hydrogen workshop to understand how lessons from past experiences can inform future efforts to commercialize hydrogen vehicles. This report contains the proceedings from the workshop.

A discussion of the tools and resources on the Clean Cities, AlternativeFuels and Advanced Vehicles Data Center, and the FuelEconomy.gov Web sites that can help vehicle fleet managers make informed decisions about implementing strategies to reduce gasoline and diesel fuel use.

The Stirling engine's characteristics make it a prime candidate for both multifuel and alternativefuel uses. In this paper, the relevant engine characteristics of the Mod II Stirling engine are examined, including the external heat system and basic operation. Adaptation of the Stirling to multifuel operation is addressed, and its experience with alternativefuels in automotive applications is summarized. The results of the U.S. Air Force review of the Stirling's multifuel capability are described, and the Stirling's advantages with liquid, gaseous, and solid fuels are discussed.

ALTERNATIVEFUELVEHICLE (AFV) INFORMATION Over 98% of the U-M auto passenger fleet is flex fuel of both. FFV's are equipped with an engine and fuel system designed specifically to be compatible with ethanol's chemical properties. FFV's qualify as alternativefuelvehicles under the Energy Policy Act

or natural-gas powered vehicles could become more significant in the future.4 The US, Japan, and otherWORKING PAPER SERIES: GSPP13-001 Consumers' willingness to pay for alternativefuelvehicles model to estimate consumers' willingness to pay (WTP) for electric vehicles (EV) and plug-in hybrid

The AlternativeFuels for Vehicles Fleet Demonstration Program (AFV-FDP) was a multiyear effort to collect technical data for use in determining the costs and benefits of alternative-fuelvehicles (AFVs) in typical applications in New York State. This report, Volume 2, includes 13 appendices to Volume 1 that expand upon issues raised therein. Volume 1 provides: (1) Information about the purpose and scope of the AFV-FDP; (2) A summary of AFV-FDP findings organized on the basis of vehicle type and fuel type; (3) A short review of the status of AFV technology development, including examples of companies in the State that are active in developing AFVs and AFV components; and (4) A brief overview of the status of AFV deployment in the State. Volume 3 provides expanded reporting of AFV-FDP technical details, including the complete texts of the brochure Garage Guidelines for AlternativeFuels and the technical report Fleet Experience Survey Report, plus an extensive glossary of AFV terminology. The appendices cover a wide range of issues including: emissions regulations in New York State; production and health effects of ozone; vehicle emissions and control systems; emissions from heavy-duty engines; reformulated gasoline; greenhouse gases; production and characteristics of alternativefuels; the Energy Policy Act of 1992; the Clean Fuel Fleet Program; garage design guidelines for alternativefuels; surveys of fleet managers using alternativefuels; taxes on conventional and alternativefuels; and zero-emission vehicle technology.

The AlternativeFuels for Vehicles Fleet Demonstration Program (AFV-FDP) was a multiyear effort to collect technical data for use in determining the costs and benefits of alternative-fuelvehicles in typical applications in New York State. During 3 years of collecting data, 7.3 million miles of driving were accumulated, 1,003 chassis-dynamometer emissions tests were performed, 862,000 gallons of conventional fuel were saved, and unique information was developed about garage safety recommendations, vehicle performance, and other topics. Findings are organized by vehicle and fuel type. For light-duty compressed natural gas (CNG) vehicles, technology has evolved rapidly and closed-loop, electronically-controlled fuel systems provide performance and emissions advantages over open-loop, mechanical systems. The best CNG technology produces consistently low tailpipe emissions versus gasoline, and can eliminate evaporative emissions. Reduced driving range remains the largest physical drawback. Fuel cost is low ($/Btu) but capital costs are high, indicating that economics are best with vehicles that are used intensively. Propane produces impacts similar to CNG and is less expensive to implement, but fuel cost is higher than gasoline and safety codes limit use in urban areas. Light-duty methanol/ethanol vehicles provide performance and emissions benefits over gasoline with little impact on capital costs, but fuel costs are high. Heavy-duty CNG engines are evolving rapidly and provide large reductions in emissions versus diesel. Capital costs are high for CNG buses and fuel efficiency is reduced, but the fuel is less expensive and overall operating costs are about equal to those of diesel buses. Methanol buses provide performance and emissions benefits versus diesel, but fuel costs are high. Other emerging technologies were also evaluated, including electric vehicles, hybrid-electric vehicles, and fuel cells.

Rapid growth in population and increase in disposable income has led to a robust increase in automotive sales in India. As in many parts of the world, the internal combustion engines are the dominant vehicle power train ...

Today's fleets are increasingly interested in medium-duty and heavy-duty vehicles that use alternativefuels or advanced technologies that can help reduce operating costs, meet emissions requirements, improve fleet sustainability, and support U.S. energy independence. Vehicle and engine manufacturers are responding to this interest with a wide range of options across a steadily growing number of vehicle applications. This guide provides an overview of alternativefuel power systems?including engines, microturbines, electric motors, and fuel cells?and hybrid propulsion systems. The guide also offers a list of individual medium- and heavy-duty vehicle models listed by application, along with associated manufacturer contact information, fuel type(s), power source(s), and related information.

This database contains information on advanced petroleum and non-petroleum based fuels, as well as key data on advanced compression ignition fuels. Included are data on physical, chemical, operational, environmental, safety, and health properties. These data result from tests conducted according to standard methods (mostly American Society for Testing and Materials (ASTM). The source and test methods for each fuel data set are provided with the information. The database can be searched in various ways and can output numbers or explanatory text. Heavy vehicle chassis emission data are also available for some fuels.

This project focused upon the development of an approach to assist public fleet managers in evaluating the characteristics and availability of alternativefuels (AF`s) and alternativefuelvehicles (AFV`s) that will serve as possible replacements for vehicles currently serving the needs of various public entities. Also of concern were the institutional/international limitations for alternativefuels and alternativefuelvehicles. The City of Detroit and other public agencies in the Detroit area were the particular focus for the activities. As the development and initial stages of use of alternativefuels and alternativefuelvehicles proceeds, there will be an increasing need to provide information and guidance to decision-makers regarding differences in requirements and features of these fuels and vehicles. There wig be true differences in requirements for servicing, managing, and regulating. There will also be misunderstanding and misperception. There have been volumes of data collected on AFV`S, and as technology is improved, new data is constantly added. There are not, however, condensed and effective sources of information for public vehicle fleet managers on vehicle and equipment sources, characteristics, performance, costs, and environmental benefits. While theoretical modeling of public fleet requirements has been done, there do not seem to be readily available ``practical``. There is a need to provide the best possible information and means to minimize the problems for introducing the effective use of alternativefuels and alternativefuelvehicles.

Data stored in the AlternativeFuels and Advanced Vehicles Data Center (AFDC) can provide insight to policymakers, entrepreneurs, fuel users, and other parties interested in reducing petroleum consumption. The National Renewable Energy Laboratory analyzes transportation-related data and identifies trends related to alternativefuels and vehicles. These analyses are posted in the AFDC as technical reports and Excel spreadsheets that can be manipulated by outside users. To provide the most robust collection of information possible, this section also includes links to data analyses from outside the AFDC. These sources are noted in each file. There are also interactive map applications and some PDF documents.

This report documents the first attempt by the Department of Energy (DOE) to work with states to prepare five-year AlternativeFuelVehicle (AFV) acquisition plans to identify alternativefuels and vehicles that they are planning on or would like to acquire. The DOE Regional Support Offices (RSOs) met with representatives from the states in their regions and assisted in the preparation of the plans. These plans will be used in conjunction with previously gathered Federal five-year plans to encourage Original Equipment Manufacturers (OEMs) to expand the variety of AFVs produced, reduce the incremental cost of AFVs, and to encourage fuel suppliers to expand the alternativefuel infrastructure and alternativefuel availability. By identifying the needs and requirements of state fleets, DOE can begin to describe the specific nature of the future state fleets, and establish a defined market for OEMs and fuel suppliers. DOE initiated the development and collection of the state five-year plans before the signing of the Energy Policy Act, to raise the awareness of states that they will be required by law to acquire AFVs. As a result, several states that had no AFV acquisition plan when queried have developed or are in the process of developing plans. The DOE and its RSOs are still working with the states to develop and refine acquisition plans, and this report should be treated as documentation of work in progress.

This report describes the data gathering and analysis procedures that support the US Department of Energy`s implementation of the Alternative Motor Fuels Act (AMFA) of 1988. Specifically, test procedures, analytical methods, and data protocols are covered. The aim of these collection and analysis efforts, as mandated by AMFA, is to demonstrate the environmental, economic, and performance characteristics of alternative transportation fuels.

Designing public policy or industry strategy to bolster the transition to alternativefuelvehicles (AFVs) is a formidable challenge as demonstrated by historical failed attempts. The transition to new fuels occurs within ...

The cost-effectiveness ratio (CER) is a measure of the monetary value of resources expended to obtain reductions in emissions of air pollutants. The CER can lead to selection of the most effective sequence of pollution reduction options. Derived with different methodologies and technical assumptions, CER estimates for alternativefuelvehicles (AFVs) have varied widely among pervious studies. In one of several explanations of LCER differences, this report uses a consistent basis for fuel price to re-estimate CERs for AFVs in reduction of emissions of criteria pollutants, toxics, and greenhouse gases. The re-estimated CERs for a given fuel type have considerable differences due to non-fuel costs and emissions reductions, but the CERs do provide an ordinal sense of cost-effectiveness. The category with CER less than $5,000 per ton includes compressed natural gas and ed Petroleum gas vehicles; and E85 flexible-fueledvehicles (with fuel mixture of 85 percent cellulose-derived ethanol in gasoline). The E85 system would be much less attractive if corn-derived ethanol were used. The CER for E85 (corn-derived) is higher with higher values placed on the reduction of gas emissions. CER estimates are relative to conventional vehiclesfueled with Phase 1 California reformulated gasoline (RFG). The California Phase 2 RFG program will be implemented before significant market penetration by AFVs. CERs could be substantially greater if they are calculated incremental to the Phase 2 RFG program. Regression analysis suggests that different assumptions across studies can sometimes have predictable effects on the CER estimate of a particular AFV type. The relative differences in cost and emissions reduction assumptions can be large, and the effect of these differences on the CER estimate is often not predictable. Decomposition of CERs suggests that methodological differences can make large contributions to CER differences among studies.

This project involved the purchase of two Compressed Natural Gas School Buses and two electric Ford Rangers to demonstrate their viability in a municipal setting. Operational and maintenance data were collected for analysis. In addition, an educational component was undertaken with middle school children. The children observed and calculated how electric vehicles could minimize pollutants through comparison to conventionally powered vehicles.

This paper develops a dynamic, behavioral model with an explicit spatial structure to explore the co-evolutionary dynamics between infrastructure supply and vehicle demand. Vehicles and fueling infrastructure are ...

Alternative-fueledvehicle technologies have been promoted and used for reducing petroleum use, urban air pollution, and greenhouse gas emissions. In this paper, greenhouse gas emission impacts of near-term and long-term light-duty alternative-fueledvehicle technologies are evaluated. Near-term technologies, available now, include vehiclesfueled with M85 (85% methanol and 15% gasoline by volume), E85 (85% ethanol that is produced from corn and 15% gasoline by volume), compressed natural gas, and liquefied petroleum gas. Long-term technologies, assumed to be available around the year 2010, include battery-powered electric vehicles, hybrid electric vehicles, vehiclesfueled with E85 (ethanol produced from biomass), and fuel-cell vehiclesfueled with hydrogen or methanol. The near-term technologies are found to have small to moderate effects on vehicle greenhouse gas emissions. On the other hand, the long-term technologies, especially those using renewable energy (such as biomass and solar energy), have great potential for reducing vehicle greenhouse gas emissions. In order to realize this greenhouse gas emission reduction potential, R and D efforts must continue on the long-term technology options so that they can compete successfully with conventional vehicle technology.

The objective of this study was (i) to assess the present state of technology of reformers that convert methanol (or other alternativefuels) to a hydrogen-rich gas mixture for use in a fuel cell, and (ii) to identify the R&D needs for developing reformers for transportation applications. Steam reforming and partial oxidation are the two basic types of fuel reforming processes. The former is endothermic while the latter is exothermic. Reformers are therefore typically designed as heat exchange systems, and the variety of designs used includes shell-and-tube, packed bed, annular, plate, and cyclic bed types. Catalysts used include noble metals and oxides of Cu, Zn, Cr, Al, Ni, and La. For transportation applications a reformer must be compact, lightweight, and rugged. It must also be capable of rapid start-up and good dynamic performance responsive to fluctuating loads. A partial oxidation reformer is likely to be better than a steam reformer based on these considerations, although its fuel conversion efficiency is expected to be lower than that of a steam reformer. A steam reformer better lends itself to thermal integration with the fuel cell system; however, the thermal independence of the reformer from the fuel cell stack is likely to yield much better dynamic performance of the reformer and the fuel cell propulsion power system. For both steam reforming and partial oxidation reforming, research is needed to develop compact, fast start-up, and dynamically responsive reformers. For transportation applications, steam reformers are likely to prove best for fuel cell/battery hybrid power systems, and partial oxidation reformers are likely to be the choice for stand-alone fuel cell power systems.

The objective of this study was (i) to assess the present state of technology of reformers that convert methanol (or other alternativefuels) to a hydrogen-rich gas mixture for use in a fuel cell, and (ii) to identify the R D needs for developing reformers for transportation applications. Steam reforming and partial oxidation are the two basic types of fuel reforming processes. The former is endothermic while the latter is exothermic. Reformers are therefore typically designed as heat exchange systems, and the variety of designs used includes shell-and-tube, packed bed, annular, plate, and cyclic bed types. Catalysts used include noble metals and oxides of Cu, Zn, Cr, Al, Ni, and La. For transportation applications a reformer must be compact, lightweight, and rugged. It must also be capable of rapid start-up and good dynamic performance responsive to fluctuating loads. A partial oxidation reformer is likely to be better than a steam reformer based on these considerations, although its fuel conversion efficiency is expected to be lower than that of a steam reformer. A steam reformer better lends itself to thermal integration with the fuel cell system; however, the thermal independence of the reformer from the fuel cell stack is likely to yield much better dynamic performance of the reformer and the fuel cell propulsion power system. For both steam reforming and partial oxidation reforming, research is needed to develop compact, fast start-up, and dynamically responsive reformers. For transportation applications, steam reformers are likely to prove best for fuel cell/battery hybrid power systems, and partial oxidation reformers are likely to be the choice for stand-alone fuel cell power systems.

Marketing alternativefueledvehicles is a difficult challenge for automakers. The foundation of the market, the terms of competition, and the customer segments involved are still being defined. But automakers can draw ...

; Environmental policy 1. Introduction High crude oil prices and increasing public awareness of the environmental to be attractive first markets for alternativefuel technologies given their scale, fuel consumption, and high

The availability of retail stations can be a significant barrier to the adoption of alternativefuel light-duty vehicles in household markets. This is especially the case during early market growth when retail stations are likely to be sparse and when vehicles are dedicated in the sense that they can only be fuelled with a new alternativefuel. For some bi-fuelvehicles, which can also fuel with conventional gasoline or diesel, limited availability will not necessarily limit vehicle sales but can limit fuel use. The impact of limited availability on vehicle purchase decisions is largely a function of geographic coverage and consumer perception. In this paper we review previous attempts to quantify the value of availability and present results from two studies that rely upon distinct methodologies. The first study relies upon stated preference data from a discrete choice survey and the second relies upon a station clustering algorithm and a rational actor value of time framework. Results from the two studies provide an estimate of the discrepancy between stated preference cost penalties and a lower bound on potential revealed cost penalties.

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This project focused upon the development of an approach to assist public fleet managers in evaluating the characteristics and availability of alternativefuels (AF's) and alternativefuelvehicles (AFV's) that will serve as possible replacements for vehicles currently serving the needs of various public entities. Also of concern were the institutional/international limitations for alternativefuels and alternativefuelvehicles. The City of Detroit and other public agencies in the Detroit area were the particular focus for the activities. As the development and initial stages of use of alternativefuels and alternativefuelvehicles proceeds, there will be an increasing need to provide information and guidance to decision-makers regarding differences in requirements and features of these fuels and vehicles. There wig be true differences in requirements for servicing, managing, and regulating. There will also be misunderstanding and misperception. There have been volumes of data collected on AFV'S, and as technology is improved, new data is constantly added. There are not, however, condensed and effective sources of information for public vehicle fleet managers on vehicle and equipment sources, characteristics, performance, costs, and environmental benefits. While theoretical modeling of public fleet requirements has been done, there do not seem to be readily available practical''. There is a need to provide the best possible information and means to minimize the problems for introducing the effective use of alternativefuels and alternativefuelvehicles.

This project was undertaken with the goal of improving our ability to predict the changes in urban ozone resulting from the widespread use of alternativefuels in automobiles. This report presents the results in detail.

Â· In the early 1960's NASA used fuel cells in both Gemini and Apollo Â· Fuel cell powered vehicles first hit similar to a battery #12;How the Fuel Cell Works #12;Advantages Â· Offers a vehicle range similar to carsAlternativeFuels Is US Investment in Hydrogen, Electric Vehicles, and BioFuels Worth It?BioFuels

At some time in the future the U.S. will make a transition to alternativefuels for transportation. The motivation for this change is the decline in urban air quality and the destruction of the ozone layer. Also, there is a need for energy independence. The lack of consensus on social priorities makes it difficult to compare benefits of different fuels. Fuel suppliers and automobile manufacturers would like to settle on a single alternativefuel. The factors of energy self-sufficiency, economic efficiency, varying anti-pollution needs in different locales, and global warming indicate a need for multiple fuels. It is proposed that instead of a Federal command-and-control type of social regulation for alternativefuels for vehicles, the government should take an incentive-based approach. The main features of this market-oriented proposal would be averaging automobile emission standards, banking automobile emissions reductions, and trading automobile emission rights. Regulation of the fuel industry would allow for variations in the nature and magnitude of the pollution problems in different regions. Different fuels or fuel mixture would need to be supplied for each area. The California Clean Air Resources Board recently adopted a fuel-neutral, market-oriented regulatory program for reducing emissions. This program will show if incentive-based strategies can be extended to the nation as a whole.

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